Railway car



Oct. 29, 1935. E. G. HALLQUIST- Er AL RAILWAY CAR Filed May 5, 193.3

4 Sheets-Sheet 1 j Y H/ar//ey A Oct. 29, 1935. E. G. HALLQUlsT ET AL RAILWAY CAR 4 Sheets-Sheet 2 Filed May 5, 1933 Oct. 29, 1935. E. G. HALLQUIST ET AL RAILWAY CAR Filed May 5, 1955A 4 Sheets-Sheet 5 Patented Oct. 29, 1935 RAILWAY CAR Einar G. Hallquist, Wallingford, Pa., and William C. Krautheim, St. Louis, Mo., assignors to General Steel Castings Corporation, Granite City, Ill., a corporation of Delaware Application May 5, 1933, Serial No. 669,486

4 Claims. This invention relates to railway rolling stock v and consists in novel underframing and associated structure particularly adapted for hopper car construction in which a sloping end iloor overlies a bolster.

In one type of car construction the underi'rame consists largely, or in part, of a casting and the superstructure applied to the underframe con- 'sists mainly of rolled plates and structural shapes. It is a growing practice to secure this superstructure to the underframe by welding their adjacent elements to each other, and it is one object of the present invention to facilitate the formation of such welded connections.

Another object of the present invention is to provide a strong, light bolster `construction embodying a combination of underframe casting and structural elements projecting upwardly therefrom to support a sloping end iloor.

Another object of the invention is to provide a bolster structure of the type mentioned in the preceding paragraph which may be varied readily in the building of each car to accommodate diiTerences in the spacing of the inclined floor from the underframe casting.

Another object of the invention is to produce a hopper construction which will be better adapted to withstand the corrosive' action arising from the presence of certain acid elements in the lading carried in the hoppers and will better discharge the lading.

These ,and other detailed objects are attained in the structure illustrated in the accompanying drawings, in which Figure l consists in the right hand portion of the top view of a hopper car, and in the left hand portion of the car underframe.

Figure 2 is an elevation and longitudinal vertical section taken on the line 2 2 of Figure 1.

Figure 3 is a horizontal section and top view of one end of the car and is taken on the line 3 3 of Figure 4.

Figure 4 is a vertical longitudinal section through the end of the car and is taken on the line 4 4 of Figure 3.

Figure 5 is a vertical transverse section taken on lthe line 5 5 of Figure 3.

Figures 6 and 7 are detail longitudinal vertical sections taken on the lines 6 6 and 'I 'I of Figure 3.

Figure 8 is a detail substantially vertical transverse section taken on the line 8 8 of Figure 2.

Figure 9 is a vertical transverse section taken on the line 3 9 of Figure 1.

Figure 10 is a detail corresponding to a portion of Figure 6 but illustrating a modication of a portion of the bolster construction.

Figure 11 illustrates a modified bolster construction and is a horizontal section corresponding to a portion of Figure 3. 5

Figure 12 is a vertical transverse section taken on the line I2 I2 of Figure 11.

Figures 13 and 14 are vertical transverse sections of the bolster taken on the corresponding section lines of Figure 11. 10

Figures 15 and 16 correspond to Figures 11 and 12 but illustrate another modification.

Figure 17 is a detail cross section of the bolster taken on the line Il I'I of Figure 15.

Preferably the underframe structure is cast in 15 one piece and includes a box-like center sill extending from end to end of the car, having side Walls I, an arched top Wall. 2 and a bottom wall 3. The hoppers 4 and 5 are cast integral with the underframe, and the sidewalls I of the center 20 sill are extended at intervals, as indicated at 6, to form the depending sides of the hoppers. These depending portions 6 may be thinner than the upper portions I, with the thinner and thicker sections gradually merging with each other to 25 facilitate molding and reduce shrinkage stresses. The construction of the center sill and depending hopper sides forms a continuous seamless surface over which the lading may slide freely and in which there are no crevices to collect dirt 30 and moisture with resulting corrosive action.

The transverse walls I and the door frames 8 of the hoppers are also part of the casting and merge with the side elements-9 to brace the underframe transversely. Elements 6 and I are 35 joined with rounded portions I0, which are increased in section to prevent localization of stresses at the corners and to better resist the corrosive action likely to result from carrying wet material, and particularly lading having 40 acidic action such as arises from a sulphurous content of coal.

The bolster portion of the casting preferably includes a box-shaped section II, extending between side bearings I2, and a single vertical web 45 section I3 extending from the side bearings to the side of the car. The bolster structure is completed by the use of a vertical plate I4 extending upwardly from the cast portion II I3 to the sloping end floor I5, where the plate I4 is bent 50 Y over, as at I 6, and secured to the end floor I5.

Bolster web I 3 is provided with a ange I'I along its upper edge. The presence of this ange I 'I and the top wall I8 of the central portion of the bolster, and the connecting of the adjacent por- 55 tions of plate I 4 to the bolster by means of welded joints I9, makes it possible for the workmen to shift plate I4 longitudinally of the car until it ts closely between the casting and the sloping end floor I5, whereby any variation in the space between these parts is readily accommodated without the necessity of trimming or fitting the parts.

In other words, while the underframe may be designed so that plate I4 is in vertical alinement with web I3 (see Figure 6), if some castings Should be somewhat shorter in the distance between center lines of the bolsters, it would be a simple matter to shift the plate longitudinally of the casting, as illustrated in VFigure 10, in which the plate I4' extends upwardly from the edge of flange II' without any diminution of the strength of the bolster and without any variation in the contour of the plate I4', which will be a duplicate of the plate I4. Similarly, if some castings should be longer than the normal shown in Figure 6, the plate extension of the bolster would shift to the other side of the bolster web.

The portions of plate I4 between the side bearings are further reinforced by the application of channel-shaped stiffeners 2li extending upwardly over the side bearings, and by triangular reinforcing members 2I extending upwardly and inwardly from the draft sills 22 to the inclined floor I5 at a point spaced a short distance from the junction of plate I4 with the floor. The outer edges of plates 2l are bent, as shown at 23 (Figure 4), to form reentrant reinforcements. Since elements I4, I5, 20 and 2| are all welded to each other and to the underframe casting, these parts may be assembled without the necessity of providing suitable flanges for riveting and without requiring the provision of spaces around joined parts to accommodate riveting tools.

The outer ends of webs I4 are braced to the superstructure side sheets 24 by means of anglelike elements 25 welded along their edges to plates I4 and 24, respectively.

The convenience of the welding assembly is utilized in connecting the lower ends of floors I5 with the upper ends of corresponding hopper walls 'I (see Figure 4), and a right angle flange 'Ia on the hopper wall forms a convenient pocket with the adjacent portion of end floor I5 for receiving the welding metal 26, Y

As best shown in Figure 3, the underframe includes a brake cylinder bracket 2T projecting outwardly from the top wall of the bolster and center sill and forming the upper gusset between them at one corner of the intersection of the bolster and draft sill structure. Y Y

Among the various modifications of the construction described above which will utilize the novel features thereof is that illustrated in Figures 11 and 12 in which the box section between the side bearings is retained, as shown at 30 in Figure 14, but the vertical web section from the side bearings outwardly is replaced by a channel section 3l (Figure 13) which provides a wide upper flange across which the bolster plate 32 may be moved to the position necessary to properly assemble the same with the sloping end floor.

The outer edges of the bolster channel flanges may be braced by one or more suitable ribs 33.

Figures 15 and 16 illustrate another modication in which the bolster is a channel section substantially throughout its length except immedi- 5 `of those modifications coming within the scope of the claims is contemplated.

What is claimed is:

1. In a railway car, an underframe casting including bolster structure, a sloping end floor hav- 20 ing a portion spaced substantially above said structure, a plate supporting said portion from said structure, the opposing elements of said portion and structure being flat to readily accommodate the shifting of said plate to a point where its 25 depth corresponds to the distance between said portion and said casting, a triangular brace sheet for the floor supporting plate extending outwardly andldownwardly from the oor in a vertical plane disposed transversely of the plate, and means 30 for securing said plate and brace sheet to said casting at any desired points on the latter adjacent to said bolster structure.

2. A railway car as specified in claim 1 in which the side of said brace sheet spaced from said floor 35 and casting terminates in a reentrant anged portion, and also including means for securing said plate and brace sheet, including the lower end of said flanged portion, to said casting at any desired points on the latter adjacent to said bolster 40 structure.

3. In a railway car, an underframe casting including bolster structure, a sloping end oor having a portion spaced substantially above said structure, a plate supporting said portion from 45 said structure, the opposing elements of said portion and structure being flat to readily accommodate the shifting of said plate to a point where its depth corresponds to the distance between said portion and said casting, there being trans- 50 verse reinforcements for said plate extending along the same between said end oor and said bolster structure, and means for securing said reinforcements to said end iioor and bolster struc,- ture irrespective of the relative position of the 55 latter.

4. In a railway car, a main underframe casting including bolster structure having side bearings, a sloping end oor having a portion substantially above said casting, and a plate supportingA said 60 floor portion from said casting, and reinforcements for said plate above said side bearings and comprising upright channel-shaped members with the edges of their flanges secured to said plate to form box structures therewith.

EINAR G. HALLQUIST. WILLIAM C. KRAUTHEIM. 

